Diesel engine



SEP*- 17, 1940 J. R. woRMLEY 2,215,202

' DIESEL ENGINE Filed March l.. 1959 6 Sheets-Sheet 1 Sept. 17, 1940. J.R. wRMLEY DIESEL ENGINE Filed March l; 1959 6 Sheets-Sheet' 2 Sept. 17,1940. J. R. woRMLEY 23155202 DIESEL ENGINE Filed March 1, 1959 ssheets-sheet s' SII*- 17, 1.940- J. R. woRMLEY 2315.202.

DIESEL ENGINE Filed March 1, 195; 6 sheets-sheet 4 l l1 1| n "N A! 1 2ys fi 1 mi ii 7% F l l I* l.

. Sq# 17.1940- J. R. wQRMLl-:Y 2.215.202

DIESEL ENGINE Filed March l, 1939 '6 Sheets-Shee-t 6 "7 @da l A 18592190 D) fj 95- 133 l i m59 Patented sept. 17, 1940 UNITEDv STATESA PATENTOFFICE 2,215,202 v DIESEL ENGINE` Jonathan R. Wormley, Ransom, Ill.

Application March 1,1939, Serial No. 259,208

. 20 Claims. This invention relates to Diesel type engines,

the main and primary object of the invention being the provision of alight weight high speed engine design eliminating the need for valves, igearing, and injector pumps used in present Diesel construction. In viewof the fact that injector pumps are difllcult to repairl and expensiveto manufacture, and since they are, at-best inefficient for providing aperfect fuel mixture when the engine runs idle or at 2500 to 3000 R. P.M. I feel that my Diesel design, eliminating such pumps provides anideally eftlcient structure.

An important object of the invention is also the provision ofpre-compression chambers within each cylinder where the fuel mixture isprecompressed to a point which will facilitate com bustion; the finalcompression takin-g place in the actual cylinder head where combustiontakes place. v

to provide a carburetor in orderto supply a perfect air and fuel mixtureso rich that it will not burn in the pre-combustion chamber, which Iprovide in my Diesel engine structure, and .not until it comes incontact with air-under final compression, which occurs during the enginecycle, with the advantage of furnishingl new and better results.v In the-present type of Diesel design the air and fuel mixture must be injectedat a pressure between 700 to 800 lbs.

Another object of the invention is to provide two air pump cylindersthat are operated underA low pressure, and provide the necessary airpressure for scavenging the cylinders after combustion has taken place.By virtue of operating Athese 'scavenging cylinders at low pressure, Imake sure that no burnt gases are left within the combustion chamberswhich should in' itself increase considerably, the efiiciency ofoperation of my Diesel 4 Engine design.

to provide a three link drive connection between the crank shaft and thepistons, which arrangement proves advantageous in that it furnishes atoggle method of operating the pistons in their Another important objectof the invention is' Another and further object of my invention is,I

forward and backward reciprocating movement,L

(ci. lgs- 54) A Diesel engine normally operated under high compression,combustion taking place by virtue of high compression, necessarilyrequires that the component parts or elements,.as well as the main bodystructure b e made very rigid and substantial 5 both in weight andthickness to withstand the strains and stresses under such normaloperations.

It is my contention that the three link toggle transmission arrangementwhich I provide also materially aids in carrying over the crank-shaft 10during its rotary motion, over the diametrally opposed dead centerpositions and in that way the power stroke of my cylinders isimmeasurably advanced, and more eliicient than the present type ofDiesel engine construction.

Another object of the invention is the arrangement of combustion headsin one cylinder diametrically opposed to the combustion head in anyadjacent cylinder, which in combination with the three link toggleaction, provides smooth land Y .uniform operation especially over thecrank-shaft dead center" points.

A further object of thevinvention is providing a pre-compression chamberwhich is mechanically and positively controlled.

Another feature of the invention is providing a cam actuating means inconnection with the mechanical operation of the pre-compression chamber,which cam arrangement has slotted means for setting and timing thepositive action and operation4 of the pre-compression head.

Another object of my invention is the' provision of means for whirlingor spinning'the mixture of air and fuel prior to combustion, in order toobtain a thorough mixture so essential and ideal for perfectvcombustion.

Because .of the advantages so far enumerated and especiallybecause ofthe pre-compression arrangement that I have provided in my type ofengine design, it, is possible to attain the most 40 eicientresults.-`"Because of these features, my design will operate on a lowercompression, and Ahence will offset the intense strains and stresses towhich certain portions of the present Diesel engine design aresubjected, and which make it imperative that-present Diesel engineconstruction be rather weighty, heavy, and bulky, in order to providethe necessary strength needed to withstand the stresses and strainscreated .by high compression requirements.

Because of my scavenging pump cylinders being located intermediately andtransversely of the main cylinder structure, it permits my Diesel enginebody, or support for tieing up the different units to be made of ratherlight and durable ma- 55 terial such as duralumin cast integrally withthe cylinders and lined with sleeves of cast iron or other suitablebearing material for the piston.

Working surfaces, thus providing extreme lightness in weight.

Inasmuch as this construction lends itself to such structuralarrangement being used it makes for a light, durable and practicalconstruction, simple in operation, and cheap and economical tomanufacture in quantity production.

Other features may reside in the invention, which may come to light from-the following description.

The foregoing and other features may become apparent to those skilled inthe art by reference to the drawings wherein like symbols designate likeparts and in which:

-Figure 1 represents a transversal cross-sectional view looking in thedirection I-I of Figure 3.

Figure 2 represents a longitudinal cross-sectional view on the line 2-2of Figure 1. Y

Figure 3 represents a longitudinal cross-sectional view on the line 3-3of Figure 1.

Figure 4 represents a longitudinal cross-sectional view on the line 4-4of Figure 1.

Figure 5 represents a partially broken view,

y isometrically drawn, in order to show the yokeshaped members and thetwo levers comprising the three link structure which is a novel featureon my invention.

Figure 6 represents a schematic diagram showing the enginev invperspective and in phantom, also showing in solid lines the oil pump andoiling system to the various points of the engine such as thecrank-shaft bearings andthe connecting rod bearings. 2

In Figure '7 I show in cross-section a modification of thepre-compression head, wherein the pre-compression mechanism ispositively .operated by mechanical arrangement.

In Figure 8 I show in cross-section a modification of the combustionhead showing means for imparting a spinning motion to the fuel mixturein order to more thoroughly mix the air and fuel.'

In Figure 9 I show a cross-sectional view on the section line 9-9 ofFigure '1 of the cam construction shown in Figure '1 used for operatingthe positively controlled elements of the precompression chamber, Athesaid cam being shown asit is mounted on its respective shaft.

Figure 10 is a.' view looking in the direction IIJ-I0 indicated onFigure 8.

Figure 11 represents a fractionally broken front view of the cam shownin Figure 9, showing the slots therein to aid in positioning the camaccurately on the shaft for proper timing control of the pre-compressionchamber. A

To be more explicit with referenceto the structural details of myinvention, by referring to Figure 1, I provide a general frame structurewith conveniently located and suitable crankshaft bearings designated bythe numerals I6 and I8.

The crank-shaft mounted within these bearings, is preferably made ofseveral units in order t facilitate assembly, and by reference to thedrawings, it will be seen that the crank-shaft is generally designatedby the numeral 45. It is comprised of two parts designated 48 havingwrist pin hubs 49, one part designated 5I, one portion designated 5I',and the crank pins 50.

The portion 48 is provided with an extension designated bythe numeral 41which operates within the bearing 20 of the boss I6. The extension '41'has a further reduced extension designated by the numeral 46 on whicheither a ily-wheel or transmission unit is mounted.

The member 48 is connected to the member 5I of the crank-shaft thru thecrank pin member designated bythe numeral 50, the distance from thecenter of the extension 41 to the center of the'crank pin 50 determinesthe throw of thev shoulder 24 for resting on the 'inner surface of theframe support I5 heretofore mentioned, and has a tapered opening thereindesignated by the numeral 23 which is to fit the taper 54 of thecrank-shaft extension designated 53, in order to take up any end thrustor wear.

The crank-shaft 45 is further comprised of two portions, one designated48, and one designated 5I' connected byV a crank-pin 50. The portion 48has an extension 41 to operate in a journal 20 also having a reducedextension 51 on'which is mounted suitable power transmission means forconnection to a unit which is to be driven.

The portion 5I is provided with a hole to fit over the threaded shank 55being secured to the remainder of the crank-shaft structure 45 by meansof a suitably threaded nut 56. It can be seen that'this crank-shaftarrangement provides a double throw crank which is 180 diametricallyopposed inl its relationship. K

The main body I5 is provided with openings I9, wherein the eccentricportions of the crankshaft- 45 operate,lthus providing ample clearancetherefor. The crank-pins 50 are connected to the pistons 14 in thefollowing manner:

The levers 6I are provided with bosses or hubs 62 adapted to t rotatablyon the crank-pins 50, and on their opposing ends the levers 6I areprovided With hubs 63, adapted to fit articulately on pins 69 driveninto the side portions 12 of the U shaped portion 1I of the yoke 13.'Ihe pins 69 may beheld in place by washers 10 and cotter pins notshown. The cylinder castings 29 are recessed as indicated at 28 and 44in order to furnish clearance for the motion of the yoke assembly 13.

To the 'pins 69 and adjoining the hubs 63 of the lever Glareattachedrotatably the hubs 60 of the levers 64, the other ends of thelevers 64 being suitably drilled at their opposite ends in order to beattached pivotably to the bearings 65 provided on the main casting I5.

The pins 59 are driven into the bearing lugs 65 and work freely intheend 68 of the levers 64. The opposite ends of the yoke members 13 areprovided with h ubs 13 which are attached/swivellably to the wrist pinsl and 9Iof the/piston 14 and 14 respectively. f

The toggle action provided by this method of connecting the crank-shaftto the wrist pin of the piston 14 furnishes an ideal means oftransmitting power, and tends to relieve the strain on the wrist pin,the yoke 13 taking up the greater portion of the strain.

The compression pistons in the combustion head are designated 14 andvthose oppositely disposed are designated 14' the latter being providedfor the purpose of pumping the fuel mixwhen combustion takes place, thereciprocating motion oi? the pistons tending to rotate the crank 45.

The pistons 14 and 14' are retained or confined within the cylindersdesignated generally by the numeral 29. These cylinders are providedwith suitable fuel feed connecting 4means, designated by the numeral 30to which is attached the pipe line 3| thepurpose f which will behereinafter explained.

Each of the cylinders 29, there being four in this particular instance,house respectively two sets of pistons namely 14 and v-14 and this canreadily be noticed by reference to the illustration shown in Figure 2.The pistonsl of each cylinder are diametrically opposed and areconnected to one anotherby virtue of the link designated by the numeral11 heretofore mentioned and described.

The bearing 65 is housed `within-a recessed extension or extendedportion designated by the numeral 66, which is integral with the castingof the cylinders 29 providing clearance space 81 and is supported by theweb I'I of the casting I5.

The piston members 14 and' 14' in each cylinder are provided with bossportions 15 and 15, which are sodisposed as to permit connecting the twopistons 14 and 14' in any one cylinder, in an offsetV or off centerposition in order that the levers 18 will be clear of the motion of thelevers llheretofore mentioned and described.

The web structure designated by the numeral I1 on the main casting I5,tends to tie together rigidly thesides of the framework I with thecentral crank-shaft support bearings I8 and also provides suitablerecesses for holding firmly in place the cylinders 29. If. it should bedesirable, the cylinders 29 maybe cast integral with the frame l5. A s

The scavenging pump cylinders designated by the numeral 32 arepreferably placed transversally in relation to the four cylinders designated by'the numerals 29, and are spaced suitably from above and belowthe crank-shaft, rela'- tively as shown in Figure 4; one on either sideo-f the crank-'shaft motivating means 45, which are mounted suitableflanges designated by the 4 numeral 34 which are constructed to becongurative with the flange portion 33 and attached at the machinedsurfacesv 39 and 40. These flange members are provided with intakevalves to draw in air to be forced thru the ports 4| and 42 and to clearor scavenge the chambers 234'forcing out the burnt gases thru exhaustports |38.

I-Iere I ywish to point out that the port 42 is directed upwardly inorder to shoot the air to- I ward the top of the combustion chamber andthus eilectively scavenge the burnt gases.

These air intake valves of the scavenging cylinders 32 are housed withinan .extension of a semi-circular shape designated by the numeral 35having a recessed portion in which operates `the stem 38 of the intakevalve, and which is suitably enlarged and tapered at the head in orderto seat and seal firmly against the seat 38'.

The extension 38 is suitably threaded at the end and provides a means ofattachment for the threaded Washer or nut designated by the numeral 36,which confines the spring element designated by the numeral 31. 'Ihespring has a tendency to keep the valve 38 normally closed, but when airis drawn in, or suction takes place by means of the pump piston 19, thisspring member 31 is depressed allowing the air to pass thru the valveandl into the inner chamber of the cylinder 32.

The air of this cylinder is drawn in by the vacuum created by themovement of the piston 19 ,in one direction and is supplied to theengine for scavenging purposes as heretofore mentioned by movement inthe opposite direction.- The pistons 19 are equipped with suitablepiston rings 86 and have boss extensions adapted to receive Wrist pins8| by virtue of which they are connected to one another to work inunison, being so connected by the levers designated bythev numeral 80.The scavenging pumps lpass the air thru an opening designated by thenumeral 4| inthe boss |04 oi the ange 34 and thru the bent passage 42into the piston chambers 234. of the cylinders designated 29.

'I'he operation of these pistons 19 is brought about by an eccentriclever designated by the numeral -28 which has a circular ring extensiondesignated by the numeral 2li'y and which is housed Within a suitablebearing surface 96 on the eccentric designated by the numeral 95. Thiseccentric 95 has a weighted extension designated by the numeral 25 whichis for the purpose of counter balancing the action of the eccentriclever 28 and its cooperating eccentric 95 in order not to interfere withthe smooth running of the' crank-shaft, made possible by the togglearrangement heretofore described.

By reference to Figure 2 the structure of the individual'ypre-compression and combustion chambers of the respective cylinders 29can be seen in greater detail.

In Figure 2, I show the structure of the combustion and thepre-compression chambers wherein it can be seen that the'cylinders 29are provided with suitable water cooling jackets or spaces 43 forcooling the cylinders.

All the pistons are provided with a suitable number of compression andsealing piston rings in accordance with the conventional practice.'

The piston 14 operates within the inner chamber 234 of the cylinder 29and is connected tothe crank-shaft'by means of the lever 6| heretoforementioned.

The top portion of the cylinder 29 is sealed by a flange memberdesignated-by the 'numeral 98 and is held in place with screws or othersuitable means lesignated by the numeral 99. f The flange 98 is providedwith an extended annular portion designated by the numeral ||8 which ntssecurely into a recess provided for same at the top of the cylinder andhas a further shoulder portion designated bythe numeral |20 in order toseal the s'aid ange against the top lportion of cylinder securely andprevent any possible leakage.

The central portion of the flange `is provided withy an inner projectiondesignated by the numeral |01, which locates the spring member ||2 inposition at one end, the said spring mem.- ber H2 being located at itsother end by a similar projection designated yby the numeral Ill),`

providedon the piston designated I3.

The piston ||3 is of conventional form and is provided with suitablepiston rings designated by the numeral ||9 in order to prevent leakageand provide a satisfactory seal. The said piston vis provided with acover plate designated by the numeral |09 secured to the piston by thescrew member designated by the numeral |08.

This cover plate provides an extension or shoulder, so thatthe piston inits normal position when the springs ||6 and ||2 are extended,

will tend to hold it up against the sleeve mem-A ber designated by thenumeral |29.

This sleeve |29 has a slight undercut designated by the numeral |22, inorder to position it lsuitably within the cylinder p-roper. The sleeve|29 is also provid-ed with a port designated .by the numeral |26' whichleads into a by-pass |21, and ultimately to another port openingdesignated by the numeral |26 the function of which will hereinafter bedescribed. I

The said sleeve |29 is also provided with a safety exhaust portdesignated by -the numeral |2|, directly connected to, and leading intothe port |20 in the main cylinder body. The gas mixture is pumped intothe pre-compression chamber designated by. the numeral |28, then.

natedby the numeral |23.

The piston |23 is also provided with suitablel piston rings |23' forpurposes heretofore mentioned, namely for providing a satisfactory'sealwithin the cavity Where the piston operates until such time as theproper ports are aligned to definitely determine the path of the gasesfrom the pre-compression chamber to the combustion chamber.

It is also to be noted that piston |23 has a reduced portion designatedby the numeral |24' which Works within the recess provided by theshoulder portion |21'. The piston |28 Seats against the shoulder |21'when the pre-compression chamber is being charged.

It will also be noted that the piston |23 is provided with a series ofports designated by the numeral |25, which vare bent upwardly in. orderto lead the gases coming thru the port |26 upwardly, and into the pearshaped opening designated |24 producing turbulence and agitation of theair and gas mixture prior to ultimate combustion.

To prevent the mixture of the air and fuel'in lthe pre-compressionchamber from reaching a degree of compression, where combustion wouldlbecome imminent, the ultimate compression of spring I I6 thus causes thepiston |3.to open the safety exhaust ports |20 and |2|, causing thepre-compression mixture to be lowered in presvsure to the proper degree.This' situation is not apt to arise often, yet when it does, the safetyvalve structure just described will relieve such a condition. The piston|-I3 is. equipped with piston rings H9.

When the mixture is suitably pre-compressed, and the piston |23 is movedupward, the ports |25 in the piston |23 register with the annular groove|26, connecting the combustion chamber 234, with the pre-compressionchamber |28, thru the by-pass |21. This permits the mixture to pass intothe combustion chamber 234 where final compression by the piston 14takes place. The final compression reaching the point where combustiontakes place, drives the piston 14 downward, to provide the power strokefor the incidental rotation of the crank-shaft 45.

The mixture of air and f uel is passed into the pre-compression chamberthru a valve, which is arranged at the end of the pipe line |02, and

adapted to t'securely thereto. The frame or cylinder 29 has an extensiondesignated by the numeral |31 on which is mounted a housing or coverdesignated by the numeral |0|. The recess |36 within this cover providesample space for mounting the valve stem |3| provided with' a washer andcotter pin construction designated lat |33 and |32 which ,help toconfine the spring designated by the numeral |34.

The valve housing designated by the' numeral |0| is provided with aflange-portion designated by the numeral ||4 to adapt it to be securedto the main body or cylinder casting, it being held in place by thescrewsA designated by the numeral ||1. inner hub extension designated bythe numeral |32' having a bearing or guideway |33 in order to guide theend of the valve vstem designated by the numeral |3|. A

The valve stem |3| terminates in a tapered head |35 which functionsagainst a seat designated by the numeral |39. The portion v|31 of thecylinder 29 is provided with a bearing |4| which suitably guides thestem |38 in its movement. The normal ,tendency of the Valve head |35 isto seal the seat designated by |39.

When the mixture of fuel is forced or pumped into the pre-compressionchamber, the movement of the valve stem |3| causes the seal at the point|39 to be broken thus opening the passage |40. The mixture is disposedthus to travel thru the opening |26 and |21 and force-the piston surface||3 towards compressing lthe spring member ||6 and ||2 heretoforedescribed.

When this action takes place, the piston |23 will move 'in an upwarddirection thus -aligning the port |26 with the port |25, heretoforementioned, which allows the mixture to enter the combustion chamberdesignated by the numeral 234. Thepiston |23 is'provided with a pearshaped recess designated by the numeral |24 which is for the purpose ofturbulating and agitating the gaseous mixture in order to provide a morethorough lmixture for combustion, and

.The housing. |0'| is also provided with an i the .numeral 9 I.

which provides a smoother action relieving shock. When combustion takesplace as can be'seen in the lower right hand corner cf Figure 2, thepiston 14 is forced upward which in turn carries the opposing or fuelfeeding piston designated 14' in an upward direction causing it tocharge the pre-compression chamber. The fuel feeding piston designated14 receives a mixture of gas and air thru the restricted orifice |06which has a tendency to cause the fuel to be atomized in the form o avapor or spray, the piston 14 thus traveling down to convey the mixtureso formed thru the piping designated at 30 and 3| and thru the uppervalve structure |35 into the precompression chamber heretofore describedand designated |28.

In'Figure 3, I illustrate more clearly the method of operating thepistons 19 within the scavenging cylinders designated by the numeral 32.'I'hese cylinders comprise circular body portions designated by thenumeral 32 having flange extensions for suitably attaching to the fiangemember 33 and having bosses 35 and |04 respectively. The portion 35'provides a housing 35' for the air intake valve heretofore described,the drilled portion |30 being the exhaust ports which line up with thescavenging ports 4| and 42 shown in the cylinders 29. y

'I'his scavenging arrangement assures a positive exhaust o-f the impuregases resulting from combustion, thus providing a clean combustionchamber which tends to increase the output and 1 eiiiciency as well asthe mechanical advantage of the engine design that I have provided.

The pistons designated by the numeral 19 are conventional in form,having wrist pin connections designated 'by the numeral 8|. On the wristpin of one of the pistons 19'is connected an auxiliary link memberdesignated by the numeral 82, and on the diagonally opposed piston inthe other cyilinder, another similar auxiliary link member designated bythe numeral 82 is attached. These two auxiliary lever members designatedby 82 are connected at their opposite ends to a lever designated by thenumeral 84 which oscillates right and left by virtue of its hubextension 21 into which-is secured the bushing 58v (Figure 3) whichlever moves each individual assembly of the pistons 19 in theirrespective cylinders, moving them alternately and reciprocally asshownon the drawings. The cylinders 32 have a cut out portion 91providing clearance for the oscillating movement of the lever 84. Theoscillating lever 84 is provided with two reduced end extensionsdesignated by the` numeral 81, and is articulately secured to the links82 by virtue of the hinge pins indicated by the numeral 88. The lever 84is moved or oscillated by virtue of the lever 89 which is pivotallyconnected to the aforesaid lever 84 by virtue of a hinge pin designatedby the numeral 88.

T he lever 89 is secured articulately by virtue of a hinge pin to` aleverdesignated by the numeral 9,3, the lever 83 inturn is pivoted byvirtue of a pin 92, on the bearing designated by 'Ihis bearing 9| ispart of the framework' I5. To the,lever 93 at the point 94 is securedthe eccentric crank designated by the numeral 26 by virtue of a pindesignated bythe numeral 84. This crankhas a round hoop-like portion,designated by the numeral 26' and is l secured to\the eccentricdesignated by the nul'meral 95 thru a slotted groove 96 cut in thiseccentric 96.

In Figure 4, is shown more elaboratelyv and 'in tion for the otherbearing 65 of the pivoted toggle engine.

detail' the connection of the yoke members heretofore designated 13 withrespect to the pumping pistons 14 and final compression pistons y 14operating within the cylinders 29; also a longitudinal cross-sectionalview along the lines 4-4 5 of Figure 1, showing the pumping cylindersused for scavenging the combustion chambers 234.

In Figure 6, I illustrate in perspective and in phantom'lines, thegeneral appearance 0f my engine structure, and its most vital componentelements. This view is submitted-for the purpose of showingschematically th general arrangement of an oil pumping system that maybe incorporated in my Diesel engine design.

As can be seen by referenceI to the drawings, the oill pump is generallydesignated by the numeral |42 which is driven by suitable gearing 235and 236 attached to one end of the crank-shaft. The oilis pumped thruthe ejecting portion'of the pump designated by the numeral |43, into theinitial outlet designated by the numeral |44, which is a piece of pipinghaving suitable bends designated |45, and another straight portiondesignated |46, a bend v| 41 which continues for a short distance, thenterminating in a U- shaped bend designated by the numeral |48, whichfurnishes proper lubrication for the lever designated by the numeral 64at a point designated |49.

At |50 the oil pipe |44 branches off to the portion |52, is bent at I5|and |53, continuing in a straight portion |53 bent at |55,'a straightportion terminating in another bend |56, terminating at the point |51,and supplying lubrication to the opposing pivoted lever designated 64.

At a point |68 there is a riser designated |69 terminating in a U-shapedbend designated by |10, and at the point |1| provides lubrication forthe bearing designated I6 on the drawings. 'I'he opposite side hasasimilar arrangement taken from the extension |54 which is provided witha juncture of piping at the point I6I, bent at |62, continuing with astraight portion designated |63, a further bend |64, an extension |65,and a further bend |66 terminating at the point |61, which oierssuitable lubrication to the eccentric and the eccentric lever 26. Fromthisv pipe connection |65 at a point 231, a bent portion is provided atthe point 238, which ,provides lubrication for the other bearingsdesignated by the numeral I6.

Thel oil piping system further provides at a point |58 joined to pipeline |64, a pipe bent at |59 and terminating at a point |60 in order toprovide lubrication for the rod 64 .pivoted on the cylinder bearing 65.The pipe line |69 at the point |12 provides a juncture for a pipe linebent at |13 continuing in a straight line |14, bent at |15 andterminating lat |16,4 providing lubrica- 8 lever designated by thenumeral 64. o The arrangement as shown in this drawing is merelysuggestive and may be modied depending on the nature'of lthe lubricantor lubrication to be used in :connection with my type of Diesel g5 AFigures '1, 8, 9, 10, and 11 show two additional modifications of thepre-compression head of my engine, andthe object in Figure 'I is toprovide a mechanically motivated positive `means ofopera- `"[0 tion,rather than relying on the spring controlled means heretofore expoundedon the drawings showing the preferred forms.

`In Figure 1, I povide on the top flange member'98 a .bearing |11having);l hinge pindesig- 75 nated by the numeral |8|.

nated by the numeral |18, adapted to receive articulately the lever |80.The lever |80 is pivoted at its mid portion on the hinge pin |18 and isprovided with a forked extension designated by 92 having rounded endswith a hole desig- The hole is secured to the hinge pin memberdesignated by the numeral |9| which also secures the connecting rodmember by Virtue of its flat extension designated |90, in order toarticulately attach the rod |89 to the lever |80.l The other end of theconnecting rod |89 is flattened as designated by the numeral |93 inorder to furnish a connecting bearing portion having a hole designated|94 and connected by virtue of a hinge pin |95 to the bell-crankdesignated by the numeral |96. The bell-crank has an extension |99terminating in a roller assembly designatedv by the numeral 200.

The angular lever having arms |96 and A|99 is hinged to a pin memberdesignated by the numeral |91, which is attached toV a slot in the framecasting of the cylinder 29 and is provided with sufficient clearance asindicated by the dotted line designated |98. This arrangement is similarto the arrangement shown in Figure 2,v

being provided with a similar inlet valve 241, and with the exceptionthat the pre-compression chamber is operated by the cam actuated meansjust described.

' Ihe left hand extension of the lever |80 has I has a central webportion 263, and also a pair ring v254 and a flange portion 250 byvirtue of of piston rings 253 at top and a pair at the bottom. Theportion below the web .283 is..recessved as indicated at 251, andrecessed downwardly as at 258. The lower hollow vportion of the piston|81 designated 25| receives an auxiliary telescopic piston structure 249which seals the lower portion of the pre-compression chamber when thepiston |81 is in an upward position.

The auxiliary piston structure 249 has a piston which it is secured tothe cylinder 252 by screws 248. This auxiliary piston is stationary andis provided with a port 255 leading into av recess 256 and connectingwith the combustion chamber inlet 264 where the piston 260 produces nallcompression and combustion in the chamber 259.

The air and 'fuel mixture is passed thru the pipe line 245 and admittedthru the valve member 241 into the prefcompression chamber when Theports 266 and 261 are for scavenging thecombustion chamber.

Thecam 20| operates in such a manner as to cause the web 263 of thepiston |81 to compress the mixture 'against the upper portion of theauxiliary telescoping piston 249, and at the maximum downward stroke ofthe piston 81, whenthe ports 258 and 255 are causedto register, thepre-compression mixture will be passed thru the orifice 264 to thecombustion chamber 265 where final compression and combustion takesplace, completing the cycle.

In Figures 9 and 10 the cam is shown attached to the crank-shaft at 'apoint designated 203 having a track or race 202 which is for the purposeof actuating the piston |81 in order to produce the degree ofpre-compression required. For convenience of setting and for accuratetiming of this cam, it is preferably made as shown having a body portion20| and a flange portion designated 2,09 which is secured thereto byvirtue of screws and nuts designated by the numeral 208.

The flange member 209 has a. boss designated by the numeral 2|0 whichserves to fasten-the cam adapter 201v to the shaft designated by 203.

The shaft is suitably yslotted for a key as at l205 to receive the keydesignated 204 which is clamped by the screw 206.

At Figure 1I I show the slotted portions in the cam wherein the bodiesof the screws fit for adjustably holding the ,cam on to the adaptermember 209. These slots are arcuately elongated as shown at 2|| in orderto permit the positioning of the cam to a more precise timing positionat assembly when the flywheel of the engine is turned over.

At Figure 8 I show a modified construction of the cylinder heady whereinthe pre-compression chamber in the body portion designated by thenumeral 29 has an extended upper flange portion designated by thenumeral 2|1 being attached to the top of the member 29 by the flangeextension 24| and the screws 240.

The pre-compression'chamber is arranged so that the extension 2|1 hassecured thereto a top flange 242 held in spaced relationship by thescrews 233 and provides a stop for the spring plug designated by thenumeral 220. The plug 220 has a recess designated 22| in order toconveniently and suitably locate the spring designated by the numeral2|8. This spring member 2 8 is resting at its other end on the pistonmember designated by the numeral 222, to which is `attached the housing2| 9.

space 243 of the housing 2|9 and tends to keep the valve 2|3 seatedagainst the seat 2|5. The valve 2| 3 has spiral teeth 2|4 tocause thefuel mixture passing therethru to be whirled or agitated when themixtureis forced into the Ycombustion chamber `for iinal compression bythe piston 244. 'I'he piston 244 is provided with anarcuate lip portion2|2 whichaids in further agitating the mixture during final compression.

The recess 262 is provided as a clearance for the arcuate lip orextension 2|2 on the piston 244. The ports 268 and 269 are provided asan exhaust for the scavenging action expelling the eo 'A burnt fuel andthe products resulting from combustion. Referring .once more to thevalve 2|3, it is provided with a stem 230 having a head washer 23|pinned to; the shank 230 by the pin 232, the head 23| being acted uponby the springs 2| 6 and |28 tending to keep the valve 2|3 in anormallydownward position.

The pre-compression chamber is provided with an inlet port 229connecting with the taper valve inlet 26| which in turn is connected tothe'inlet vfuel pipe 245. The piston 222 has a bevelled face 223 whichco-actsv with the seat 226 of the member 2|1.

The safety exhaust port is provided, in order to I 244 and operating itsmated fuel feeding piston been set, the piston 222 would be forcedupward and allow the excess pressure to be released thru the port 246.The piston portion 221 is drilled with a hole 228 to guide the motion ofthe valve stem 230. v

In this modification it is my intention merely to provide a meansA ofcompletely and thoroughly agitating the mixture of the fuel and air inthe combustion chamber so as to offer a more` perfectly combustiblemixture, when it is finally injected or passed thru to the combustionchamber, where vfinal compressionI and explosion or combustion takesplace.

When the piston 244 reaches its maximum compression stroke, combustiontakes place imparting the necessary power stroke to the piston on theopposite end, at the same time imparting motion to the crank 45. I

' The intake 'connections |00 connected to the threaded boss |05 of theflanges 98, may be suitably connected by a manifold system and acarburetor not shown in the drawings.

In operation my engine functions as follows; A mixture of air andfuel isdrawn in thru a carburetor and manifold (not shown) and thru the orifice|06. Let us assume that vthe engine is being turnedA over by crank forstarting and the piston 14 is in its uppermost position having sucked inthe mixture. When the piston 14 moves downward, the mixture lis forcedthru a pipe 3| and thru the connection |02 into the pre-compressionchamber |28 where pre-compression takes place.

lThe piston 14 when moved upward will aid the pre-compression by forcingthe piston' |23 upward until-the ports |25 register with the ports 26when the mixture will pass from thelpre-compression chamber tothecombustion chamber 234. On continuing its upward stroke, the piston 14will complete compression ultimately bringing about combustion of theair and fuel j toggle system, receives an vuninterrupted rota.- 'vtionalmotion, the toggle arrangement helping to overcome the intermittentbreak which would ordinarily occur at dead center" points.

By virtue of the scavenging action of rthepumps 32, the efficiency of mynovel design engine is materially increased, inasmuch as it af y fordsaclean cavity 23.4 clear of any foul. gases or products of combustion.Improper scavenging would interfere with recurring combustion, 4and tendto contaminate the clear and clean mixture oi' gas and air which isdrawn in thru the port' hole P22, |26, and |25 preparatory to analcompression .and ultimate combustion.

I believe, I have shown in. clear and distinct terms and character thegeneral arrangement of parts whichare required in presenting the noveliing a preferred form, it is understood'that those skilled in the art maymake many modifications, alterations, and changes without altering theprinciple or scope of my invention, and I reserve the right to any andall such modifications, changes, and alterations to which thisdisclosure may be susceptible, as I feel my disclosure should be limitedonly by the subjoined claims and the prior art.

Having thus described my invention what claim as new and desire tosecure by Letters Patent is:

. 1. In a combustion engine, the combination of cylinders, each cylinderprovided with a piston structure comprised of two pistons adapted tooperate in unison, the said piston structure inany one cylinder arrangedin inverted relationship to the piston structure in adjacent cylinders,a fuel pre-compression chamber in each cylinder, and fuelpre-compression means adapted to pre-compress the fuel mixture in saidpre-lcompression chamber, prior to and preparatory for nal compressionand ultimate combustion.

2. In acombustion engine, the combination of cylinders, each cylinderprovided with a piston structure comprised of two pistons adapted tooperate in unison,V the said piston structure in any one cylinderarranged in inverted relationship to the piston structure in adjacentcylinders, a fuel pre-compression chamber in each. cylinder, fuelpre-compression means adapted to precompress the fuel mixture in saidpre-compression chamber, manifold means connecting the in- ,any onecylinder arranged Ain inverted relationship to the piston structure inadjacent cylinders. a fuel compression chamber in each cylinder, a

. fuel pre-compression means adapted to pre-comvpress the fuel mixturein said pre-compression chamber, manifold means connecting the intakeports of each of said cylinders, a fuel source of supply, andcar-buretor means intermediately dis-l posed between the said manifoldmeans and the said fuel source of supply.

4. In a combustion engine, the combination of cylinders, each cylinderprovided with two pistons adapted tooperate in unison, a fuel pre-Acompression chamber in each cylinder,k fuel precompression means adaptedto pre-compress the fuel mixture in said pre-compression chamber,manifold means connecting the intake ports of each of said cylinders, afuel source of supply,

carburetor means intermediately disposed be` tween the said manifold andthe said fuel source of supply, and scavenging means adapted to scavengethe saidvcylinders after combustion.

5. In a 'combustion engine,- `the combination of cylinders, eachcylinder Vprovided with two pistons: adapted to operate in unison, aVfuel precompression chamberin each cylinder, fuel pre-Acompressionmeans adapted to pre-compress the fuel mixture in saidpre-compression chamber,

vmanifold means connecting the intake ports of each of said cylinders, afuel source of supply,`

carburetor means intermediately disposed between the said manifoldmeansand thesaid fuel source of supply, vscavenging means adapted to'scawenge the said cylinders after combustion, a

power shaft, and toggle means adapted to conneet the said double pistonstructure to the said power shaft.

6. In a combustion engine, the combination of cylinders, each cylinderprovided with a piston structure comprised of two pistons adapted tooperate in unison, the said piston structure in any one cylinderarranged in inverted relationshipto the piston structure in adjacentcylinders, a fuel pre-compression chamber in each cylinder, springcontrolled fuel pre-compression means in each cylinder adapted topre-compress the fuel mixture in said pre-compression chamber, prior toand preparatory for final compression and ultimate combustion.

'7. In a combustion engine, the combination of c'ylinders, each cylinderprovided with two pistons adapted to operate in unison, a fuelprecompression chamber in each cylinder, cam actuated fuelpre-compression means in each cylinder adapted to pre-compress the fuelmixture in said pre-compression chamber, prior to and preparatory forfinal compression and ultimate combustion.

8. In a combustion engine, the combination of cylinders, each cylinderprovided with a piston structure comprised of two pistons adapted tooperate in unison, the said piston structure in any one cylinderarranged in inverted relationship to the piston structure in adjacentcylinders, a fuel pre-compression chamber in each cylinder, springcontrolled fuel pre-compression means for each cylinder, adapted topre-compress the fuel mixture in said pre-compression chamber, manifoldmeans connecting the intake ports of each of said cylinders, asource offuel supply, the said manifold means connected thru carburetor means tosaid source of fuel supply.

9. In a combustion engine, the combination of cylinders, each cylinderprovided with a piston structure comprised of two pistons adapted tooperate in unison, the said piston structure in any one cylinderarranged in inverted relationship to the piston structure in adjacentcylinders, a fuel pre-compression chamber in each cylinder, springcontrolled fuel pre-compressionl means for each cylinder, adapted topre-compress the fuel mixture in said pre-compression chamber, manifoldmeans connecting the intake ports of `each of said cylinders, a sourceof fuel supply, and carburetor means intermediately vdisposed betweenthe said manifold means and the said fuel source of supply.

10. In a combustion engine,the combination of cylinders, each cylinderprovided with twov pistons adapted to operate in unison, a fuelprecompression chamber in each cylinder, spring controlled fuelpre-compression means for each cylinder, adapted to pre-compress thefuel mixture in said pre-compression chamber, manifold means connecting'the intake ports of each 0i'.-`

,compression chamber in each cylinder, spring controlled fuelpre-compression means for each cylinder, adapted to pre-compress thefuel mixture in said pre-compression chamber, manifold means connectingthe intake ports of each cylinder, a source of fuel supply, carburetormeans intermediately disposed between the said manifold means and thesaid source of fuel supply, scavenging means adapted to scavenge thesaid cylinders after combustion, a power shaft, and toggle means adaptedto connect the said double piston structure to the said power shaft.

12. In a combustion engine, the combination of cylinders, each cylinderprovided with two pistons adapted to operate in unison, a fuelprecompression chamber in each cylinder, cam actuated fuelpre-compression means for each cylinder, adapted to pre-compress thefuelmixture in said pre-compression chamber, manifold means connecting theintake ports of each of said cylinders, the said manifold meansconnected thru carburetor means to a source of fuel "said cylinders, asource of fuel supply, and carburetor means intermediately disposedbetween the said manifold means and the said source of fuel supply. *v

14. In a combustion engine, the combination of cylinders, each cylinderprovided with two pistons adapted to operate in unison, a fuelprecompression chamber in each cylinder, cam actuated fuelpre-compression means for each cylinder, adapted to pre-compress thefuel mixture in said pre-compression chamber, manifold means connectingthe intake ports of each of said cylinders, a source of fuel supply,carburetor means intermediately disposed between the said manifold meansand the said source of fuel supply, and scavenging means adapted toscavenge the said cylinders after combustion.

15. In a. combustion engine, the combination of cylinders-each cylinderprovided with two pistons adapted to operate in unison, a fuelprecompressiony chamber in each cylinder, cam actuated fuelpre-compression means for each cylinder, adapted to pre-compress thefuel mixture and toggle means adapted to connect the said double pistonstructure tothe said power shaft.

16. In a combustion engine, the combination of cylinders, each cylinderprovided with a pis'- ton structure comprised of two pistons adapted tooperate in unison, the said piston structure in any .one cylinderarranged in inverted relationship to the piston structure in adjacentcylinders, a fuel pre-compression chamber in each cylinder, fuelpre-compression means adapted to pre-compress the fuel mixture in saidpre-compression chamber, and fuel mixture agitating means for thoroughlymixing the air and fuel comprising the fuel mixture, prior to andpreparatory for final compression and ultimate combustion.

17. A combustion engine comprising, four cylinders, each cylinder.provided with a piston structure `comprised of two pistons adapted tooperate in unison, the said piston structure in 75 18. A combustionengine comprising, four cyl inders, each cylinder provided with twopistons adapted to operate in unison, a fuel pre-compression chamber ineach cylinder, fuel pre-compression means adapted to pre-compress thefuel mixture in said pre-compression chamber, manifold means connectingthe intake ports of each of said cylinders, a fuel source of supply,carburetor means intermediately disposed between the said manifold meansand the said fuel source of supply, scavenging means adapted to scavengethe said cylinders after combustion, a power shaft, and toggle meansadapted to connectthe said double piston structure to the said powershaft.

19. A combustion engine comprising, four combustion cylinders, eachcylinder provided with two pistons adapted to operate in unisona fuelpre-compression chamber in each combustion cylinder, fuelpre-compression means adapted to pre-compress theffuel mixture in saidpre-compression chambers, manifold means connecting the intake ports ofeach of said combustion cylinders, a fuel source of supply, carburetormeans "i/ntermediately disposed between the said mani'- fold and thesaid fuel source of supply, scavenging means comprising two air pumpingcylinders,

'each air pumping cylinder connected to two alternately disposedcombustion cylinders, a. power shaft, toggle means adapted to connectthe said vpower shaft, and eccentrically mounted link means adapted tooperate the said pumping cylinders, the said link means connecting the.pumping cylinders to the power shaft.

20. In a combustion engine, a cylinder structure comprising two pistonsadapted to operate in unison, a fuel pre-compression chamber adjacent toa combustion chamber within the cylinder, spring controlled piston valvemeans dis posed so as to permit the transfer of a fuel charge from thesaid pre-compression chamber directly to the said combustion chamber,and lfuel turbulating means interposed between the said fuelpre-compression means and the said combustion chamber.

JONATHAN R'. WORMLEY.

